Ramp structure



Sept. 1930. H. 1.. SMITH. JR

RAMP STRUCTURE Filedj-June 12 -1929 2 Shoots-Sheet 1 r a M A w n m n 0 m W H w W 30!? from f/ao abare 44 ATTORNE5H Sept. 2, 1930. H. 1.. SMITH. JR

RAMP STRUCTURE Filed Jun 12, 1929 2 Sheath-{hoot 2 l8 INVENT R BY W r W ATTORNEY s.

Patented Sept. 1930 NEED 3S ture which is particularly a the upper floors. l i I I co-pending' application, ,Ser. N0.

O, 1926,1 have disx non xd ftzjm;ofi nionmonn; viieemim This invention relates to ramps for garages and has for its object I daptable for, 'nt'floors be ing ready access: to the baseme neath the main entrance In my '151', 754"filed November 3 closed airamp structureconsistingessentially a can,

3 is a'vertical section o f therainp Fig.3 is a diagrammatic; developmentof one ramp serving the otherfor} down of two entwined spirals for. ipgoing 'trafiic and trafiic; This ramp-is-entirely satisfactory for which'th'e main entrance floor is I asethe downaific leaves the ramp and all up at the bottom garages in the ground floor; for in such coming tr going traflic enters the'ramp floor, so that there is'no cross and enter the'fioors fr the down-going sp ral,

one upper floor to'another in thega'rage; v

7 When, however, there are severalbasement floors below the main entrance floor the'continuous ramp structure disclosed in my prlor r thej ,bottom floor v to the top of the building isnot altogether-,

thefieason that cars entering the ramp to'go t'ol'onejof the basementifloors have to enter thefsame point; that the outgoing. cars from the "upper floors traffic and confusion on a ge 7 -My impr the present application is care of this situation a and f eliminate "cross vIn the accompanying drawings Ihave illus tratedr a preferred emb and in the" said drawin s; Fig." 1 is aplan'view of the-main floor;

r Fig; Qisa plan main floor;

the ramp structure;

1 igs. t and 5' aredi'agrammaticyiews, illus trating the position of-thewheelsof theears to providea ramp s'trucfloors as well as to traflic n the In like 'manner on the'upper floors substantiallya'll thecars leave the ramp om the up1g'oing spiral in course very little traffic from e ve "t considerable cross the mam floor ofthe ovedramp structure disclosed in, designedfto Retake floors. In the same way odiment ofmy inve'n rate the exit of the down-going rampfroni the exit 9 of a ramp- 10; j I

basement. The ramps '7 S-"andlO arejpreferably the' -same' diameter7Q? p as theeramps' c nal, and except at themain y v fthetramps 3 and f 1 ,4;jjr'espectively,Jexceptzforfthe difierence in 1929;:1'seflarm.3702 7- V V o 7 on the up and" down ramps, respectively andi o "Figs 6 and i respectively. Referring main floor of the v garagerwhich in a typical example will havethr'eelwfioors a ove the main floor andtwo basement floors. upperlfloors I provide aspira l-sramp structu-resuch as shown 1n myco-pending'appltj o I if I 7 floor contour of'the driveway which is different on the two ramps, 7

cation, JeXcept for the as will be later-described. Y

1,:The two rampsIQandBWhich serve the; i'

upperfloors are inclined after themanner of a left-hand screw,

cars turn i continuously to the right going up continuously to they left: in coming down the rises 'the distance'f of a single floor turn, so that-there is an opening fioor'tofea'chramp The: openingsgare d ametri'callyopposite as indicated at 4"and 5 Y the downthe entrance to particular floor 5iis the exit from the Lip-going ramp. ""Onthe mainientranc'effloorthe" i and exit-L l? and 5 respectively,

preferably fextende wall' of the ramp serves to separate the en}; trance 4: to the Lip-going ramp 1 trance 7f'of a ramp 8 leading to the basement of the inner wall of theramp serves to .sepaw eXtie'nding up from the floor form continuation's; o

contour ofthe, surface:- I

7 are sectional viewsishowing V. atyp calbanking of the-sup and down ramps,

to "thedrawings, 1 indicates'the To serve the That is, the ascending the m while the descendingoars.tum

p-" will'beundersto-od that'eachramp 9.1 1 o,

a hai rfi m each in Fig. 2, 'the openin'g designated 4: being .i I e erampb h J '7 r illustratedi'whiletheopeni entrance for the ramps v -o leading to'jthe upper-partofhthelbuilding are if d somewhat beyond" the r, circumference ofitheramp by means ofcurbing 6 as indicated in"Fig, 1.'F The curbing; which constitutes 'a continuation of the inner-.85, H

from the en 7 V the curbing 6 which if "constitutes a continuation of theother half 0 the first-floor, the direction of trafiic on the ramps serving the-basement'floors 1s reversed,

' cross trafiic are flVOlClGCL' a I I As stated above, the surface contourof the rampfor up-going traflic will not be the and the That is to say, the'cars turn continuously to the left going down the ramp and turn continuously to'the ri 'htcoming up the ramp. By this arrangement the entrance to the ramp structure for all incoming trafic, whether going up ordown, is on one side of'the ramp, exit for all outgolng traffic is on the opposite slde of the'ramp,.and confusion and same as for down-goingtraiiic, for thereason that a, ramp banked to correct for torsional 1 ,straihsiiricident to the different levels of the I wheels'iof the car gravate those strains in a car proceeding going up the ramp will. ag-

down the ramp. It'is common to bank the ramps to compensate for the centrifugal force of-the cars traveling up and down the ramp, and'a' factor for centrifugal force is II ClUClGCl in determining the contour of -the ramps. According to invention both ramps are raised or bankedtoward the outer periphery but in difierent degrees, and also t "difierent contours. V

Figs. 6 and 7 show typical cross sections of the op-going ramps 3and 10 and the downgoing ramps 2 and 8,respect1vely, each contour containing also afactor of-several inches to compensate forccentrifugal force.

:both ofthese ramps a car of 126-inch wheel basewhich is taken asthe average, following the middle line of theramp, will be free Q 0f anytorsional strain on its frame.- That between floors- 1an'd' going'uptheramp; The {car 11 has its rear wheels on the radius line j atapoint one foot up the ramp.

is. to saynvith all four wheels in contact with the surface ,ofthe ramp all parts ofithe chas-J pression of thespringsm 1 In Fig. 4 I: have illustrated diagrammatically a; halfturn ofa rampcof'ten' foot rise with a car 11 placed upon it,

sis will lie in'the same plane with equal comrear swheel is traveling on the are marked 12 and-theonterrear wheel on the are marked 13.' The-front wheelsof the car willnot,

however, be on the sameradius line because ftheaxle of the car is fixed and the wheels are 7 turned. onthe axis of'the steering knuckles front Wheel as indicat'ed, so that the innerfront wheel is "farther advanced up theramp than the outer Thus the inner front wheel will I be on the radiusiline corresponding tofan-elevation;2 ft. 6 in. "above the floor level, whereas the outer'front wheel will be on the radius line 2 ft. 3 in. up the ramp. :If the car were perfectly rigid and the ramp not banked, that is, levelonitsradius lines, the carwou-ld be i supported :bythe two "back wheels, andthe inner front wheel,

"and the outer front wheel lwonld'be threeinch'esxoffthe surface of the 7 amp.- i To compensate forrthis the contour centrifugal force.

face shall not be too trifugal force alone this point of of the ramp.

The inner above the extreme inner edge'of the gal force. A

of the ramp is banked on a curve as indicated in Fig. 6. As here shown, a factor of five inches for the width of the car is allowed for The ramp is level so far as inclination in a radial directionis concerned out to a point beyond the path of the inner rear wheel, which is indicated by line 12. The path of the outer rear wheel is indicated by line 13 and the surface of the ramp is elevated five inches at this point to compensate for the centrifugal force, no

other factor entering into the computation for the rear wheels for the reason that they are on the same radius line as the car moves up the ramp. I

The path of the inner front wheel is indicated at line 15, and at this point the ramp Will preferably be banked to the extent of one inch elevation in order that the curved surabrupt. The path of the outer front wheel is indicated at line 16. To compensate for five inches factor for centhe ramp should be banked to a height of six inches, but as this wheel is three inches lower than the other front wneel, due to its being back of the other front wheel in the progress of the car up the ramp, it is necessary at this point to add a factor of three inches, making the elevation at'this point in the ramp nine inches above the path of travel of the inner rear wheel. .That is to say, the point X on the radius line 2 ft. 3 in. in Fig. 4i is nine inches higher above the floor line than the point Y at the intersection of this radius line and the line of travel of the inner rear wheel. ,lfVith a car of the relative dimensions indicated traveling along the path indicated,

ramp than the outer rear wheel so that if the car were rigid. it wouldbe the inner front wheel which would be outo'f contact withthe a surface of the ramp were the latter level. In the down ramp he intersection of the radius line-With the ramp surface forms a slightly convex line instead of a concave line, as in the case of the up ramp, Thusin Fig. Sthe v path of the inner rear wheel isv indicated by inches radius. The outer rear wheel moves along the line 18 which is at an elevation of ten inches, by allowing, an eight inch. factor for centr greater factor for-,centri force is preferably provided on the do. i ramp vbecause the necessity for checking the line 17 which has an elovationof two speed-of the cars is obviously greater.

' the;.rear wheels on I nineifeet-from theilowera floor. This zw heel,

' ferential line :20 will gbe on :the

i -inclreszabove.theilloor levlg to havetliem restrl 'Inits.

' lowing the middle lineo 'fied to such" extent as'maybenecessary to give a smooth roadwayjover the entirefwidth of .therarnp. r Y f; In applying thisprinciple to the partiou-' .lar ramp of the present application, the .sur'

middle line ofthe ramp,

outer reanwheel is v fll hefinnerifront wheel;isishownras ltnaveh V ingJonithercircumferentiali 1ine 1 9 Eand IWith' the r radius :line iwhich 'LllS front wheel rwh-ich travels :on

radius line; I-Henee, :1f we :.:assume" thatti'thef v frameoff ;thei"cari is 'prefectly rigid and the axlesfixcd with regardithereto, theicar woul'd .beasupported on =the i'two.'rejariwheelsaandthe :outergfront;wheel,lwithi.thezinneirifrontgwheel V threeuinches ifromthe surface of ithe ;rarnp, 4 1 whereas in the ascending car, 'z-itci'so the router, front'iwheel'which wouldrb'eaout"off contact with thefranlp surface: ;were l'the car rigid} To compensate 'forfthiszthe'down going ramp is shapedntto gprovidelaigreater e1evationfor theiinnerifront wheel than wouldhe required to'iinerely :icompensate for the "centrifugal :fo'rce ofathe cars traveling in a curved path, a. in the sex-ample: shown the surface-V ol;

1T 111155 the": ramp inches above faceto fithe zrampisalong tlieIline;QOiisCtWelVe fo'r the: -inner front wheeliisi seven The specific figures "which have ust been 7 givenare 'ofcourse merely by way of exam-jple,fand therarnp contours illustrated will vary with carsjofr different wheel base and with 'diiierent factors allowed for centrifugal force. Also, of -course,iwhile the cars in trav l the ramp generally follow;

eling up and down the middle line of the ramp it is not desirable ted to a" narrower path of travel than thew'id'th of the ramp per Consequentlyto best adapt' the entire ranip surface to the travel of the'cars the exact. figures determined for a, canto l f theranip are 'modi face of the ra1np2gfwhichisthe down ramp for the upper floors, will be given a contour corresponding tojIfig. '7, whereas the ramp In certain of thefollowlng claims the contour of the rampisdescribed in terms of the i 9 paths i proceeding along the ramp, and it is to be understood that the path of the inner front} oftravel of the wheels of .analltomobile o-' wheel is substantially that portion some- .;what less than one-quarterof thetotal width "of the ramp lying immediately-within the that the path :of the the 'floor level, while the :sur

convexity being ofthfemampcso to'iniaintam;thezpointstiof contact ofithe four wheelsjrofeancar-,ofaverage 5 dimensions traveling down ithe n iddlexlirre and-cars storage ltheiotherwrampa.- I, I v w a a 7 p H ldingrh ving ma nzfl or: V nds cs reg fl or both labovegando-loelowj L "zsaidmainfioo the corresponding por sa d-fl ors, said r amrxl qmpflsmg e tw e i tion' lying imm diat ly without-the niddle linetofithesrainp;andzthatzthepathsioftravel 7 ofitheiinner rearzwheelsandiouterifrontwheel v frepresentzitlie bzalancegofitheirarnpz sunface zadcircumference,

ampleiclearance: on

the outer; circumference; ofrzthetramp.

- 1;1.-;In:a:garagebuildingpa'spiraltrampgproe r V 'passageway'fromfioor to, 'fitoorthereof;2saldiirampihavingwits surface. r iconcave?in1radial cross'sectiomthe degree' of 1r f concavity iloeing proportional to zthe rgrade 5 viding a one-way of:;tl1'e* iia1np so as atornaintainiithefzpoirits; a otcontaictiof the .fourw-lieelsiofza car ofravere age dimensions travelingaup the middlefline oftheiramp'inrthe.same's lane.

1; ;2. Ingargarage building, zatspiralzranip pro:

yidi'ngia'sone-way passageway from. floor: to floor. "thereof, said Y tramp having ,its .gsurfa'ce --;convex in radial cross sect-ion, the degree "of proportional to ithev grade .ofitherrlanip in theisamelplanerf' vf p-iii ,lnz'a garagez'building, a-rampistructure comprising spiral ramps",-:one tofwsa'id ramps having-sits 1zsur faceiconcave in;.r'adial.ii0ss. Lxsection the degree of'eoncavity'beingzpiiopors, I .tional toitheigradefoif the rampsoqas;todnairn f" taini-theapoints;of contact ofltheifourvwheels with theisurface 101; therramp :in substantially I ,tlleirstlfl le' zplanei'in imoving' ;up' the ramp, the i A other.:1 ra=:rnp.-;having -its:surjfaee convex in raadial""crossasection;thedegree; o'ii convexity 1 :beingi proportional tothe ;grade ofthe'ranip f soj ito'yn-aintam the apoints of"contactiof ithe.i ifour vvheelstoi' the o ean-gw-ith the tram sur- 7 face :asub'stantially inv sthe same plane while Inovingldowntheramp. I

E-L'A; gar age "building irhaving a main floor I flo'orsboth'aboveand belowfl 'said,mamrfloorpandwaramp-forgiving access i' 'tozsaidfioors saidrampcomprisingentwined T vspiralspassagewaysgfone ,of;said passageways stra nsi nfithe :cars;mov1ngup the ramp and 'qfor, torsional stra ns. in cars moving down the ranip th'e other spiralpassageway having its portions above and below ;,'the ,in ainf floor level .sh aped like; :opp-osi 5.1-A garage bu l te .;p ortionsl of spiralfpassageways, one of said passageways portions above and belowthe niainefloor level shaped like the opposite portions of the other ramp, and abarrieracross each ramp atthe main-floor in line with the-passageway connecting the ramp with the floor to facilitate the reversal'of traficion the ramp at the main floor. l p v v 6. A garage building havinga main floor provided with doorways for, the ingress and Zegress of automobiles, floors for the storage of cars both above and belowsaid main floor,

- aciditionalpassagesbetweeneachroadwayand aramp structure connecting the main floor with the storage floors both above and" below, said ramp structure comprising superioriposed entwined spiral roadways having passages from each roadway to each floor of the building including thennainufloor, and

i l'ieii1 ain floor'of the building, said passages being alongside each other and provided with comprising two entwined spirals, one for ascending cars having the contour of its surfac'esuch that a line extending from the axis ofzthe spiral and intersecting thesurface of theramp at points in the paths of travel of the two front wheels of the ascending car has an angle to the horizontal greater than a line extending from the axis of the spiral and intersecting the surfaceat p-ointswithin the paths'of travel of the two rear wheels, and one for descending cars having the contour of its surface'such thatva line extending from the-axis of the spiral and intersecting the surface of the ramp at points in the paths of travel of the two front wheels of the descendingcar hasan angle to the horizontal less than a line extending from the axis of the spiral and intersecting the surface at points within the paths of travel of the two rear wheels. v v

Intestiinony whereof I aflix my signature.

HORACE L. SMITH, JR.

car-guiding means whereby cars passing along the additional passageways are directed in the opposite direction vertically with respect to cars-passing along the first-menwith the storage fioorsboth above and below, 1

tioned passageways- 7. A' garage buildinghaving a "inain fioor provided with doorways for the ingress and egress of automobiles, floors-for the storage of cars 'both'above and below'said main floor, aramp 'structnre connecting the main floor said ramp structure eomprising superimposed entwinedsplral roadwayshavlng pases f om each" roadway to each floor of the huildingincluding the main floor,-an'd addi- *tional passages between each roadway and the main'floor of the'building, and a barrier 1 across each Ir'oadwayatthe main fio-or for, separating said passages and preventing the ,"c'ontinuous passage of a car along the roadway past the level ofthe main floor.

8. In a garage b'uilding,"a spiral rampfor p ascendingca-rs having the contour of itsesurfacesuch that a line extending from the axis of the spiral and intersecting. the surface of the ramp at points in the paths of travel of the two front wheels of the ascending car -'hasl'an angleto the horizontal greater than a line extending frornthe axis of the spiral and intersecting the surface at points within the paths of travel of the'two rear wheels;

In a garage building, a spiral rampifor descending cars having the contour of its surface; such that a line extending from the v axisofthe spiral and intersecting the surface of the r'ainpfat' points in" the paths of travel "of the twofron't .wheels'ofthe descending 

